FOREST SERVICE HANDBOOK
OGDEN, UTAH
FSH 5709.16 - IN-SERVICE FLIGHT OPERATIONS HANDBOOK
Region 4 Supplement No. 5709.16-94-1
Effective October 24, 1994
POSTING NOTICE: Supplements to this title are numbered consecutively by
title and calendar year. Post by document name. Remove entire document
and replace with this supplement. Retain this transmittal as the first
page of this document. The last supplement to this Handbook was
Supplement No. 10 to chapters 20 and 30.
Superceded New
Document Name (Number of Pages)
31.02 Thru 32.32--12 14
5709.16,30 18
5709.16,32.3,Ex. 03 1
Digest:
31.03 - 32.3 - Removes references to Beech 99 aircraft and replaces DC3
direction with DC-3TP.
DALE N. BOSWORTH
Regional Forester
FSH 5709.16 - IN-SERVICE FLIGHT OPERATIONS HANDBOOK
R4 SUPPLEMENT 5709.16-94-1
EFFECTIVE 10/24/94
CHAPTER 30 - OPERATIONS
31.03 - Policy.
1. Do not carry passengers during emergency procedures, simulated
instrument flight (hood), check rides, or any training that involves
deviations from normal flight procedures. Charge any additional flight
time accrued to the pilot proficiency management code. Supervisory
pilots are authorized to schedule training on flights with excessive
ferry time if the flight offers an opportunity for needed pilot
proficiency or currency. Charge pilot proficiency funds for the
ferry/training portion of these flights.
2. All pilots operating Visual Flight Rules (VFR) into uncontrolled
airports shall enter an appropriate downwind-leg after either visually
or by radio communications determined existing wind, field, and traffic
conditions. Specialized approach and departure patterns may be
necessary, however, because of terrain considerations at backcountry
airports. Do not execute straight-in approaches even if accompanied by
radio communications. Always observe established traffic pattern rules
(when these rules are known). Pilots shall not make pattern entry or
departure turns contrary to the prevailing traffic flow (for example, no
"right turn out" when a left-hand pattern is prescribed).
30.05 - Definitions.
Baggage. Anything normally "carried on" by any passenger, such as
personal luggage and items related to the purpose for which travel is
being performed (for example, snow skis or saddles needed by Recreation
or Range personnel in the performance of their duties and the tools
normally carried by firefighting crews).
Cargo. Loose items such as crates, boxes, bags, bales, barrels, and
gas cylinders (either empty or with contents). Anything transported on
the aircraft that does not fit the category of baggage.
31.21b - Specific Loading Manifests.
1. Douglas DC-3TP. The specific loading manifest is shown in 32.3,
exhibit 03.
2. De Havilland DHC-6. Twin Otter load manifests are shown in
exhibit 01, form R4-5700-3, Weight and Balance Twin Otter (Passenger)
and exhibit 02, form R4-5700-4, Weight and Balance Twin Otter (Cargo).
3. Helicopters. Complete form FS-5700-17, Helicopter Load
Calculation, for all flights in accordance with instructions on the form
pad cover (see FSH 5709.12, sec. 41.25).
31.21b - Exhibit 01
USDA - Forest Service
R4-5700-3 (10/94)
WEIGHT AND BALANCE
TWIN OTTER
(Ref. FSH 5709.16,30)
N141Z or N143Z
FLIGHT No. _________
AIRCRAFT LOADING SCHEDULE
(Passengers)
From
To
Config. No. from lst. LEG MOMENT/ 2nd LEG MOMENT/
Config Chart WEIGHT 1000 WEIGHT 1000
( )
Aircraft Basic
Operating Weight
and Arm (from confir.
chart)
Pilot Seats
(Arm 95.0)
Passengers, Row 1
(Arm 135.0)
Passengers, Row 2
(Arm 165.0)
Passengers, Row 3
(Arm 195.0)
Passengers, Row 4
(Arm 225.0)
Passengers, Row 5
(Arm 254.0)
Passengers, Row 6
(Arm 281.0)
Passengers, Row 7
(Arm 320.0)
Fwd. Baggage (max 285
lbs.)
(Arm 25.0)
Aft. Baggage (max
comb. 500 lbs.)
(Arm 354.0)
Rear Baggage (max 150
lbs.)
(Arm 391.0)
Subtotal before fuel
Fuel in fwd. tank
(max 1244 lbs.)
(Arm 162.0)
Fuel in aft. tank
(max 1360 lbs.)
(Arm 240.0)
Gross weight at
engine start
Fuel consumed run up
and taxi
Gross weight for
takeoff
(12,500 lbs. max)
Center of Gravity OR
% of MAC
(203.84 - 216.32)
(20% - 36% MAC)
Fuel consumed during
flight
Landing Weight
(12,300 lbs. max)
Landing Center of
Gravity OR
% of MAC
P.- Da-
I.- te:
C.
Signature
31.21b - Exhibit 01--Continued
SEE THE PAPER COPY OF THE MASTER SET
FOR SECTION 31.21b - EXHIBIT 01.
(Balance Diagram) 31.21b - Exhibit 01--Continued
SEE THE PAPER COPY OF THE MASTER SET
FOR SECTION 31.21b - EXHIBIT 01.
(Cargo Compartment and Standard Seating, 20 Passengers) 31.21b - Exhibit 02
USDA - Forest Service
R4-5700-4 (10/94)
WEIGHT AND BALANCE
TWIN OTTER
(Ref. FSH 5709.16,30)
N141Z or N143Z
FLIGHT No. _________
AIRCRAFT LOADING SCHEDULE
(Passengers)
From
To
Config. No. from lst. LEG MOMENT/ 2nd LEG MOMENT/
Config Chart WEIGHT 1000 WEIGHT 1000
( )
Aircraft Basic
Operating Weight
and Arm (from confir.
chart)
Pilot Seats
(Arm 95.0)
Fwd. Baggage Compt.
(max 285 lbs.)
(Arm 25.0)
Aft. Baggage Compt.
(max comb. 500 lbs.)
(Arm 354.0)
Rear Baggage Shelf
(max 150 lbs.)
(Arm 391.0)
Cargo Compt. A
(Arm 125.0)
Cargo Compt. B
(Arm 150.0)
Cargo Compt. C
(Arm 175.0)
Cargo Compt. D
(Arm 200.0)
Cargo Compt. E
(Arm 225.0)
Cargo Compt. F
(Arm 250.0)
Cargo Compt. G
(Arm 275.0)
Cargo Compt. H
(Arm 300.0)
Passenger Row 7
(Arm 320.0)
Subtotal before fuel
Fuel in fwd. tank
(max 1244 lbs.)
(Arm 162.0)
Fuel in aft. tank
(max 1360 lbs.)
(Arm 240.0)
Gross weight at
engine start
(12,500 lbs. max)
Fuel consumed run up
and taxi
Gross weight for
takeoff
(12,500 lbs. max)
Center of Gravity OR
% of MAC
(203.84 - 216.32)
(20% - 36% MAC)
Fuel consumed during
flight
Landing Weight
(12,300 lbs. max)
Landing Center of
Gravity OR
% of MAC
P.- Da-
I.- te:
C.
Signature
31.21b - Exhibit 02--Continued
SEE THE PAPER COPY OF THE MASTER SET
FOR SECTION 31.21b - EXHIBIT 02.
(Balance Diagram) 31.21b - Exhibit 02--Continued
SEE THE PAPER COPY OF THE MASTER SET
FOR SECTION 31.21b - EXHIBIT 02.
(Floor Loading and Tie-Down Locations (Sheet 1))31.22 - Passenger Loading and Briefing. Seat a passenger in the
co-pilot seat when it is necessary to effectively utilize the airplane
(for example, five passengers in a Baron). The pilot has the option to
allow a passenger to occupy the co-pilot seat at other times. Include
with the required passenger briefing any expectations the pilot may have
regarding the behavior of a passenger occupying the co-pilot seat
(particularly Federal Aviation Regulations 135.100).
31.26 - Stowing and Securing of Baggage or Cargo. See section 30.05 for
definitions of baggage and cargo.
1. The pilot-in-command must determine that all baggage and cargo
are appropriately and adequately secured before any flight. The
following considerations apply when passengers, and baggage or cargo
occupy the plane:
a. Passengers and Baggage. All R-4 fleet aircraft have
adequate provisions to store personal luggage (restraint nets
or separate compartments). Unconventional or outsize items of
baggage may require additional measures to secure. No baggage
may be carried unless it can be adequately stowed or secured so
as not to constitute a hazard to any passenger.
b. Passengers and Cargo. Transport passengers and cargo at
the same time only when the requirements of a particular
mission clearly indicate necessity. For example, situations
where the passengers are needed to monitor the condition of
cargo while in flight, or to assist with its loading/unloading
or disposition (fire camp or jet fuel resupply runs into the
backcountry). Do not manifest passengers and cargo on the same
flight solely for economic reasons. When passengers and cargo
are carried simultaneously, cargo must be carried ahead of
passengers except when using DC-3TP, DHC-6, or Helicopters as
described in paragraph 2. below.
c. Hazardous Cargo. No passengers may be carried on a
"cargo-only" flight with material identified as hazardous by
Title 49, Code of Federal Regulations, Part 175 (49 CFR Part
175) unless specifically authorized by that regulation, or in
accordance with grant of exemption.
d. Cargo-Only Flights. The pilot-in-command may decide on
placement and security of items, provided that permissible
floor loading, aircraft center of gravity, and required "G"
restraint factors (primarily 9 "G's" forward) are observed.
2. Region 4 operates several aircraft types not commonly used
throughout the National system. Each of these types has its own
provisions for stowing/securing of baggage and/or cargo. Special
considerations regarding stowing and restraint for each of the three
types are outlined below:
a. DC-3TP.
(1) Passengers and Cargo. Seat passengers behind all cargo
except those items adequately stowed within the specially
fabricated net in "G" compartment, or in "H" compartment with
the door closed.
(2) Passengers and Baggage.
(a) The only authorized stowage areas for personal baggage are
"C", "G" (within the restraint net), and "H" compartments,
except for deviations specifically identified under (b) and (c)
below.
(b) Small items of personal baggage (PG bags, knapsacks,
briefcases) may be stowed under side-facing or forward-facing
passenger seats.
(c) When the volume of personal baggage exceeds the space
provided by the normal stowage areas identified in (a) above,
baggage may be stowed along one side of the cabin in the
forward end of "D" compartment provided it can be adequately
strapped down to prevent movement. (This is frequently the
situation, for example, when fire crews are being transported.)
(d) Edged tools that are not boxed shall only be carried in
"H" compartment, and the door must be closed while in flight.
(3) Smokejumper/Paracargo Operations. Use special restraint
techniques and devices that have been developed to restrain
paracargo during all takeoffs and landings and, to the extent
possible, while in flight. Items on board must remain under
restraint while paracargo is being dropped.
b. DHC-6.
(1) Passengers and Cargo. Seat all passengers (other than the
one who may occupy the co-pilot's seat) behind cargo, with the
exception of cargo that may be in the rear baggage compartment.
(2) Passengers and Baggage. Stow all baggage either in the
nose compartment or in the aft baggage compartment, except
small items of carry-on baggage (see (2) Passengers and Baggage
for DC-3TP above).
(3) Smokejumper/Paracargo Operations. See Smokejumper/
Paracargo Operations for DC-3TP.
c. Helicopters.
(1) Passenger and Equipment. Transport personnel and
equipment in accordance with the Helicopter Operations
Handbook, FSH 5709.12, section 43.1.
(2) Cargo and External Loads. Transport cargo and external
loads in accordance with the Helicopter Operations Handbook,
FSH 5709.12, section 43.2.
32 - STANDARD OPERATIONAL PROCEDURES. No Forest Service pilot shall
intentionally disable any installed warning or safety system or device
unless necessary due to a malfunction of the system or in an emergency
requiring deactivation of the system. (A landing gear warning horn
temporary "silence" switch may be used when this feature is a built-in
part of the warning system.
32.3 - Regional Supplements. The following DC-3TP performance standards
and procedures are established to achieve the highest possible level of
proficiency and provide safe operation of the aircraft. Do not
intentionally exceed the aircraft limitations or conduct maneuvers that
may jeopardize the safety of pilot or passengers at any time during
flight.
1. Preflight Checklist. Follow the preflight visual inspection
procedures established in the normal procedures section of the Douglas
DC-3TP Airplane Flight Manual. Use Preflight and Before-Starting
Checklists properly.
2. Taxiing Checklist. (Refer to Taxiing Checklist and exhibit 01).
Complete the Before Taxi Checklist prior to taxiing as the airplane
departs the parking area. Check wheel brakes during initial aircraft
movement. When taxiing in congested or confined areas, however, the
checklist may be completed later to allow both pilots' attention to
required maneuvering.
3. Engine Run-Up Checklist. Give attention to the proper system
operation or indication when completing checklist, before continuing to
the next checklist item.
4. Before Takeoff Checklist. Complete all items on this checklist
prior to taxiing onto the runway for takeoff. The crew's briefing must
include all variable items that apply to takeoff, emergency, and
departure procedure. Standard takeoff procedures need not be briefed.
5. Line-Up Checklist. Accomplish items on checklist once the
aircraft is on the runway in the takeoff position.
a. Normal Takeoff. Release the brakes and advance the
throttles toward maximum power. As the aircraft accelerates, a
slight change in direction may occur. Correct by using
differential power and rudder application. Continue advancing
the throttles to maximum power. After power has stabilized,
check that instruments are within limits. Continue
accelerating and takeoff at VR. CAUTION: Use brakes only when
absolutely necessary to maintain directional control.
b. Minimum Run Takeoff/Maximum Performance Takeoff. The
techniques described here may be used when operating from
fields where surface conditions such as very soft turf or rough
terrain make normal takeoff procedures infeasible. Comply with
the Before Takeoff and Lineup Procedure. Set flaps to 1/4 flap
position, hold the brakes on and advance the power prior to
release of brakes. As the aircraft accelerates, gradually
release back pressure on control column. Allow the aircraft to
takeoff and accelerate to minimum control speed immediately;
when safely airborne, proceed with the climb checklist.
WARNING: Liftoff can be made at speeds less than minimum
control speed; therefore, power must be reduced on the
operative engine to maintain directional control in the event
of engine failure under these conditions.
c. Obstacle Clearance. Use the minimum run takeoff procedure.
Climb at V2 with maximum power and wing flaps set at 1/4 until
the obstacle is cleared. Gear up immediately after rotation.
When the obstacle is cleared, increase airspeed to V2 + 10 and
retract the wing flaps. Increase airspeed to 120 knots, and
reduce power to cruise climb setting.
d. Crosswind Takeoff (ex. 02). Before takeoff, refer to the
takeoff and landing crosswind chart and determine the crosswind
component. In a crosswind condition, roll aileron into the
wind and apply power as for a normal takeoff. Differential
power may be necessary to maintain directional control. The
tail should be raised as soon as rudder control becomes
effective to lessen the possibility of the upwind wing rising
before the downwind wing. As speed is increased, the amount of
aileron displacement should be gradually reduced, but keep some
control applied until ready to lift off.
e. Engine Failure on Takeoff. If engine fails prior to V1
speed, takeoff must be aborted. If engine fails at or above V1
speed, continue to accelerate to V2 speed and continue takeoff.
Maintain V2 speed until clearing any obstacle and reaching safe
altitude.
f. Rejected Takeoff. Reject takeoff if any serious
malfunction occurs prior to V1 speed. The pilot performing the
takeoff shall command "abort." Close throttles and apply
brakes. Brake as required to maintain directional control and
stop. The pilot not flying shall perform the following
standard actions after a takeoff has been rejected:
(1) Confirm malfunction with brief description.
(2) Perform emergency actions commanded by the pilot
performing the takeoff.
g. Takeoff and Climb-out, using 1,281 SHP (100 percent torque
and 1700 RPM). CAUTION: Do not exceed 100 percent torque or
825' celsius ITT.
(1) Upon establishing a positive rate of climb, retract the
landing gear.
(2) Maintain takeoff power until reaching 500' above ground
level.
(3) At 500' AGL, allow airspeed to increase to 120/130 knots
and establish normal climb power of 88 percent torque and 1425
RPM.
(4) Maintain 120/130 knots airspeed until reaching cruising
altitude.
(5) Noise Abatement Climb. The DC-3TP is not generally
considered a noise-sensitive aircraft. The normal takeoff and
climb procedure minimizes noise pollution.
h. Two-Engine Go-around. To perform a two-engine go-around
from a landing approach:
(1) Apply maximum allowable power and maintain V2 speed.
(2) Position the flaps at 1/4 (provided 1/4 or more flaps were
extended at time of decision to go-around).
(3) When positive rate of climb has been established, retract
landing gear.
(4) Accelerate to best climb speed (95 knots); retract
remaining flaps.
6. Cruise (refer to Cruise Checklist). Level off upon reaching
cruising altitude and maintain the climb power setting until the desired
cruising airspeed is attained. Set cruise torque and RPM.
7. Descent (refer to In-Range Checklist). The rate of descent is
determined by altitude, distance from the field, terrain, and weight of
the aircraft. The rate of descent should be held constant.
8. Before Landing (refer to Before Landing Checklist).
9. Landing.
a. Normal Landing. Touch down main wheels first in a slight
tail-low attitude. When the main wheels contact runway, check
power off, relax back pressure, flaps up. As the aircraft
decelerates, lower the tailwheel gently to the runway.
Recommended sequence for maintaining directional control is
rudder, differential power, and brakes only when needed. When
landing at gross weights, touch down at less than 300 FPM rate
of descent in a tail-high attitude. Assure that adequate
braking action is available to provide directional control
prior to unlocking the tailwheel. CAUTION: Do not unlock the
tailwheel until the aircraft has decelerated to normal taxi
speed. CAUTION: Limited landing gross weight on the basis of
single-engine performance in the same manner that weight is
limited for takeoff. At high temperature or elevations,
adequate single-engine performance is assured only if the
aircraft is operated in accordance with performance charts in
the Airplane Flight Manual. Use extreme care when applying
brakes immediately after touchdown, or at any time when there
is considerable lift on the wings, to prevent skidding the
tires and creating flat spots.
b. Crosswind Landing (ex. 02). Make an approach using half
flaps or less, and use a combination of crab into the wind and
lowering of the upwind wing to keep in line with the runway
during descent to landing. Maintain normal final approach
airspeed if wind is constant. When wind is gusty, use speeds
approximately 9 knots higher than normal. When the wheels
contact the ground, ease the control column forward slightly,
use minimum power on the downwind engine, and retract the wing
flaps. Adjust the power of the upwind engine as necessary in
order to maintain the directional course of the aircraft. Make
a tail-high wheel landing with no flaps when winds in excess of
30 knots are encountered. Just prior to ground contact, any
crab should be removed by positive movement of the rudder.
c. Minimum Run Landing. The procedure for a minimum run
landing is the same as for a normal power-on approach and
landing, except for the following: Under most minimum run
landing conditions, it is preferable to make a wheel landing
rather than a 3-point landing. A wheel landing allows better
control for immediate use of brakes and reverse to come to a
quick stop. Retract the wing flaps immediately upon contact
with the ground. This will prevent the aircraft from leaving
the ground again, and makes the brakes more effective.
d. Proficiency Minimum Run Landing. The traffic pattern for a
proficiency minimum run landing should be approximately the
same as for a normal landing. Full flaps should be lowered
immediately after roll out on final, and maintain a constant
rate of descent on final approach until over the existing or
simulated obstruction. During favorable surface wind
conditions, coordinate power and control to effect a wheel-type
landing. Make touchdown in a slightly tail-low attitude with
minimum power applied (no power is most desirable). Maintain
the tail in the air, and retract flaps immediately after
touchdown. Begin braking and reverse simultaneously with flap
retraction. As the aircraft decelerates, back pressure on the
control column will be necessary to prevent nosing up.
CAUTION: Exercise extreme caution when using this technique on
sod fields, since the possibility of locking a wheel and
digging in exists.
10. After Landing (refer to Aircraft Checklist).
11. Engine Shutdown (refer to Aircraft Checklist).
12. Securing the Aircraft. Pilot-in-command is responsible for
securing the aircraft as follows:
a. Put all control locks in place, chock wheels, and tie down
aircraft (if applicable).
b. Ensure aircraft is clean, seating arrangements are in
place, sick sacks replaced, and trash can emptied.
13. If the flight involved the transportation of passengers or
cargo, make weight and balance computations and document on the Regional
worksheet (ex. 05).
32.3 - Exhibit 01
SEE THE PAPER COPY OF THE MASTER SET
FOR SECTION 32.3 - EXHIBIT 01.
(Ground Turning Clearance) 32.3 - Exhibit 02
SEE THE PAPER COPY OF THE MASTER SET
FOR SECTION 32.3 - EXHIBIT 02.
(Crosswind Component)
32.3 - Exhibit 03
SEE THE PAPER COPY OF THE MASTER SET
FOR SECTION 32.3 - EXHIBIT 04.
(Center of Gravity Envelope)